JP3602377B2 - Improvement of torque rod bearing assembly - Google Patents

Description

[0001]
Field of the Invention
The present invention relates to a bearing joint assembly or a torque rod assembly for use in a suspension device such as a truck or a bus, and more particularly to an improvement in an axle joint of the assembly.
[0002]
BACKGROUND OF THE INVENTION
At least one torque rod is used in truck and bus suspensions to secure the drive axle to the vehicle frame. Using a torque rod to secure the drive axle to the vehicle frame, maintain alignment of the drive axle with respect to the vehicle frame, maintain proper suspension geometry for the vehicle, and swing up and down under all terrain, road and driving conditions The suspension allows free movement when rebounding. The dynamic operating conditions of trucks and buses, especially heavy duty trucks, are extensive, and the suspension is subject to a combination of heavy impact loads and road-induced vibrations, adversely affecting individual suspension components including torque rods. At the same time, it will have an unpleasant effect on the driver's physical fatigue. These severe dynamic conditions accelerate wear of the torque rod of the suspension and lead to premature breakage of the torque rod.
[0003]
The purpose of the torque rod in large vehicles is to stabilize the axle. The torque rod prevents the axle from pivoting about the axis, prevents the axle from moving back and forth during braking and acceleration of the vehicle, and prevents the axle from yawing. There are various suspension designs, but there are generally two ways to stabilize the axle. The first is to use a straight bar with an axle joint at either end. Two of these straight bars are attached to the front and rear of the vehicle, with one end attached to the axle and the other end attached to the vehicle frame. Similarly, the third straight bar is attached to the vehicle so as to be substantially perpendicular to the other two straight bars in the lateral direction. The second method is to use a V-shaped torque rod assembly. This type of torque rod has an axle joint at the end and apex of the V-shaped leg. The top of the V is attached to the axle and the leg is attached to the vehicle frame. The V shape restricts both lateral and longitudinal movement. A significant advantage of such a V-shaped torque rod assembly is that the axle can be stabilized.
[0004]
A typical prior art single or V-shaped rod has two or three axle joint forgings that are rigidly connected to the tube or rod to provide mechanical integrity. Yes. The eye holes and tubes or rods form a natural path for shock and vibration energy to transfer shock and vibration from the suspension to the vehicle frame, cab and other areas of the sprung mass of the vehicle. Several attempts have been made to incorporate isolation features in the design of axle joints to block such passages. Because of this isolation function, the axle joint is an important multi-functional part not only for the entire suspension system but also for the torque rod assembly.
[0005]
Current axle joints are designed based on at least two product principles. The first is the incorporation of flexible elastomeric bushes, and the second is the incorporation of metal-to-metal or metal-to-plastic parts. Both of these have their respective advantages, but because of their limited performance capabilities, the three items of noise, vibration and harshness (NVH) separation capability, torsion or swing freedom and lateral spring rate control are integrated. It does not reach the necessary requirements when considered in combination. Each of these three characteristics is essential for optimal isolation while maintaining the required vehicle steering characteristics and vehicle stability. All three of these characteristics have a significant impact on NVH and steering characteristics and therefore on the driver's physical condition. Axle joints incorporating flexible elastomer bushes are known to have good isolation capabilities, but their inherent flexibility can reduce the stability provided by the rigid joints at the apex of V-shaped rods There is sex. Furthermore, the limit torsional swing capability of the flexible elastomer bush and the inherent zero of the torsion spring complicate the installation of a torque rod with an axle joint of the type described above. Axle joints incorporating spherical joint pivots made of rigid metal or metal and plastic are based on the product principle of sliding bearings. The sliding bearing principle provides suspension freedom in the vertical plane and the installation process is only simple, but the rigidity of the bearing limits the separation capability. Thus, the bearing becomes a conduit for transmitting road-induced shocks and vibrations to the car frame and ultimately to the cab. Other weaknesses of designs with rigid metals or metals and plastics are that they consist of a number of costly semi-precision bearing parts, which require expensive boot seals that are easily damaged by wear, breakage, external cutting, etc. It is to be. Furthermore, such sliding bearings require regular maintenance and lubrication.
[0006]
The most important component in the design of the V-shape (three axle joints) is the apex axle joint that is normally positioned on the drive axle. The apex axle joint receives a load that is twice the load of the individual arm or the frame connection pivot, the apex axle joint receives a larger conical displacement than the frame connection pivot, the apex axle joint is impacted on the road, tire noise This apex axle joint design is very important because it is closest to the source of general vibrations, and the spring ratio in the front and rear and lateral modes affects the isolation effect of the apex axle joint and the vehicle stability. .
[0007]
In addition to the two or three axle joints incorporated into the various torque rods, the axle joints can be incorporated into other suspension components. This allows as many as twelve or more axle joints to be incorporated into a single suspension, thus amplifying the impact of the axle joint design on the vehicle's NVH and steering characteristics.
[0008]
The development of axle joints for suspension parts is ongoing, and such development aims to realize an axle joint that can maximize the isolation capability and at the same time provide maximum stability, and it is also possible to realize simple assembly when improving its structure It was an issue.
[0009]
SUMMARY OF THE INVENTION
At the same time, it is desired to greatly improve the assembly workability of the pivot assembly of the shaft joint, and the intermediate sleeve, bearing socket, stopper, Assembling workability is achieved by adopting a structure in which a side pressure receiving washer that is held by a ring (snap ring) and functions to suppress lateral movement can be pressed into the hole of the eye hole member, that is, the cavity in the form of an integral cartridge assembly. To solve the problem.
[0010]
The present invention is provided with an axle joint that has high load bearing ability and improved performance and assembly workability. Such an axle joint of the present invention is more economical than the prior art and more effective in isolating vibration. The compact axle joint of the present invention is made on the basis of a sliding bearing principle that allows free vertical spur movement and axle connection. Such an axle joint includes two basic parts including a dual shaft bar pin journal and an elastomer bearing socket that is permanently lubricated and sealed for the entire lifetime.
[0011]
Other advantages and objects of the present invention will become apparent to those skilled in the art from the following detailed description, the appended claims and the drawings.
[0012]
Detailed Description of Preferred Embodiments
Referring to the drawings wherein like numerals indicate like or corresponding parts in the several views, a prior art truck or bus rear suspension is generally designated 10 in FIG. The rear suspension 10 includes a vehicle frame 12, a drive axle 14, a pair of springs 16, and a V-shaped torque rod 18. The car frame 12 supports the vehicle body (not shown) and other components of the vehicle called the sprung mass. The drive axle 14 includes a differential gear unit 20 that receives torque from a prime mover (not shown) via a propeller shaft (not shown). The drive axle 14 also includes a pair of hollow tubes 22 that extend outwardly toward respective wheel assemblies (not shown). A drive shaft 24 is disposed within each tube 22 and extends to a hub (not shown), which is attached to a wheel (not shown). The prime mover transmits torque to the differential gear unit 20 via the propeller shaft. The differential gear unit 20 transmits torque from the propeller shaft to the drive shaft 24 to drive the wheels to rotate. The spring 16 is arranged between the vehicle frame 12 and the drive axle 14 as known in the prior art. Further, a shock absorber (not shown) can be disposed between the vehicle frame 12 and the drive axle 14 to buffer the movement between the vehicle frame and the drive axle. Further, the torque rod 18 can be disposed between the vehicle frame 12 and the drive axle 14 to restrict the movement of the drive axle 14 relative to the vehicle frame 12.
[0013]
Referring to FIG. 2, the V-shaped torque rod 18 includes a vertex axle joint assembly 30, a pair of end axle joint assemblies 32, and a pair of tubes 34. Each tube 34 extends between a vertex axle joint assembly 30 and a respective end axle joint assembly 32. The apex axle joint assembly 30 and the end axle joint assembly 32 are secured to the tube 34 by welding or other means known in the art.
[0014]
Referring to FIG. 3, the apex axle joint assembly 30 includes a forged hole 40, a bar / pin journal 42, a bearing socket 44, a pair of side pressure receiving washers (thrust washers) 46, and a pair of retaining rings (snap rings) 48. ing. The structure of the end axle joint assembly 32 is the same as that of the apex axle joint assembly 30 except that the forged eye 40 is replaced with a forged eye 40 '(FIG. 2). The bar and pin journal 42 is inserted into the center hole of the bearing socket, and the assembly is inserted into the hole 52 extending through the eye hole 40. The inherent elasticity of the bearing socket 44 allows the bar and pin journal 42 to be assembled into the bearing socket 44. Inserting the journal 42 and socket 44 into the hole 52 compresses the socket 44 to a pre-specified compression percentage. When one side pressure receiving washer 46 is inserted into each side of the socket 44 and one retaining ring 48 is inserted into the groove 54 disposed at each end of the hole 52, the assembly of the journal 42 and the socket 44 is held. The bearing socket 44 isolates the apex axle joint assembly 30 while the drive axle 14 is moving relative to the vehicle frame 12. The side pressure receiving washer 46 limits the lateral movement of the journal 42 and socket 44 while the drive axle 14 is moving relative to the vehicle frame 12. Both the socket 44 and the side pressure washer 46 have an appropriately sized central opening to allow the bar and pin journal 42 to perform the necessary conical movement. As a result, the drive axle 14 can rotate in any direction.
[0015]
Referring to FIG. 4, there is illustrated a rear suspension for a truck or bus, which incorporates a unique axle joint structure according to the present invention and is generally designated 110. The rear suspension 110 includes a vehicle frame 12, a drive axle 14, a pair of springs 16, and a V-shaped torque rod 118. Accordingly, the rear suspension 110 is the same as the rear suspension 10 except that the torque rod 18 is replaced with the torque rod 118.
[0016]
Referring to FIG. 5, the V-shaped torque rod 118 includes a vertex axle joint assembly 130, a pair of end axle joint assemblies 132, and a pair of tubes 34. Each tube 34 extends between the apex axle joint assembly 130 and each end axle joint assembly 132. The apex axle joint assembly 130 and the end axle joint assembly 132 are secured to the tube 34 by welding or other means known in the art.
[0017]
6 and 7, the apex axle joint assembly 130 includes a pair of forged eye holes 140, a bar and pin journal 142, a bearing socket 144, a pair of side pressure receiving washers 146, a pair of retaining rings 148, and an intermediate sleeve 150. I have. The structure of the end axle joint assembly 132 is the same as the apex axle joint assembly 130 except that the forged eye holes 140 are replaced with forged eye holes 140 ′. The bar and pin journal 142 is inserted into the center hole of the bearing socket 144 and the assembly is inserted into the hole 152 extending through the intermediate sleeve 150. The inherent elasticity of the bearing socket 144 allows the bar and pin journal to be inserted into the socket 144. Preferably, the bearing socket 144 is formed from an elastomeric compound, such as a urethane or natural rubber compound, having suitable physical properties (ie, low friction, wear resistance, elasticity, etc.). Inserting journal 142 and socket 144 into hole 152 compresses socket 144 to a pre-specified compression percentage. One side pressure receiving washer 146 is inserted into each side of the socket 144 and one retaining ring 148 is inserted into the groove 154 located at each end of the hole 152 to hold the bar / pin journal and socket assembly. Thus, the entire assembly includes a cartridge assembly that includes all of the axle joint assembly components except the eye holes. This cartridge assembly simplifies its manufacture and assembly regardless of whether the cartridge assembly is used as a top axle joint or as an end axle joint. The cartridge assembly is inserted into a hole 156 that extends through both forged eye holes 140 during manufacture of the top assembly 130 and penetrates the forged eye holes during manufacture of the end axle joint assembly 132. Are inserted into the elongated holes 156 '. The intermediate sleeve 150 is sized to press-fit the holes 156 and 156 ′ to firmly join the intermediate sleeve 150 and the pair of forged eye holes 140 and the forged eye holes 140 ′. A shoulder 162 is formed on the intermediate sleeve 150 to position the sleeve 150 within the respective holes 156 and 156 ′ of the eye holes 140 and 140 ′. A retaining ring 164 is inserted into the groove 166 on the opposite side of the eye holes 140 and 140 ′ to secure the intermediate sleeve 150 in the respective holes 156 and 156 ′. The bearing socket 144 isolates the apex axle joint 130 while the drive axle 14 is moving relative to the vehicle frame 12. The side pressure receiving washer 146 limits the lateral movement of the journal 142 and socket 144 while the drive axle 14 is moving relative to the vehicle frame 12. Both the bearing socket 144 and the side pressure washer 146 have appropriately sized openings to allow the bar and pin journal 142 to perform the necessary conical movement. This allows the drive axle 14 to rotate in any direction.
[0018]
Referring to FIGS. 7-9, the bar pin 142 includes a semispherical ball or sliding surface 170 with a partially spherical surface and a non-metallic, low friction (ie, plastic) bearing material coating 172. The coating 172 is applied by an economical semi-precision manufacturing injection molding process. This method allows for tight tolerances and smooth surface finish control. While eliminating costly machining or secondary finishing operations, both of these requirements are essential for high quality, high performance axle joints. The coating 172 is mechanically and / or chemically affixed to the surface 170 and is thus adapted to prevent relative movement between the surface 170 and the coating 172 from occurring. The mechanical connection between the coating 172 and the surface 170 can be achieved by forming a groove in the surface 170 in which the coating 172 is molded or by other means known in the art. Thus, sliding motion is limited and occurs between the outer surface of the coating 172 and the inner surface 174 on the support socket 144. To control the positioning of the sliding movement, the outer surface of the support socket 144 is mechanically and / or chemically bonded to the hole 152 of the intermediate sleeve 150. To place the lubricant between the coating 172 and the surface 174, the surface 174 of the support socket 144 defines a plurality of lubricant pockets or reservoirs 176. The reservoir 176 is filled with a suitable lubricant before assembling the bar and pin journal 142 to the support socket 144. In order to retain this lubricant and protect the sliding surface, a support socket 144 incorporates an integrally molded inner seal ring 178 disposed at each end of the socket 144. The seal ring 178 extends beyond the internal surface 174 (FIG. 9). When the journal 142 snaps into the socket 144, both ends of the socket 144 slightly expand as shown by reference numeral 180 in FIG. When this journal and socket assembly is inserted into the bore 152 of the sleeve 150, the seal ring 178 is compressed to define a mating surface with the outer surface of the coating 172 to form an inner annular compression seal ring.
[0019]
Referring to FIGS. 10 and 11, there is illustrated a V-shaped torque rod 218 according to another embodiment of the present invention. The V-shaped torque rod 218 includes a vertex axle joint assembly 230, a pair of end axle joint assemblies 132, and a pair of tubes 34. Each tube 34 extends between a vertex axle joint assembly 230 and a respective end axle joint assembly 132. The apex axle joint assembly 230 and the end axle joint assembly 132 are secured to the tube 34 by welding or other means known in the art.
[0020]
Referring to FIG. 11, the apex axle joint assembly 230 includes a forged eye hole 240, a bar and pin journal 142, a bearing socket 14, a pair of side pressure receiving washers 146, a pair of retaining rings 148, and an intermediate sleeve 150. Accordingly, the axle joint assembly 230 is the same as the axle joint assembly 150 except that the pair of forged eye holes 140 are replaced with single piece forged eye holes 240. The operation and function of the axle joint assembly 230 is the same as the axle joint assembly 136.
[0021]
While the foregoing detailed description has described the preferred embodiments of the invention, it is to be understood that the invention can be modified, modified and changed without departing from the scope and fair meaning of the appended claims. I know.
[Brief description of the drawings]
FIG. 1 is a partial perspective view of a typical truck or bus rear suspension having a prior art V-shaped torque rod.
FIG. 2 is a partial cross-sectional plan view illustrating the prior art V-shaped torque rod illustrated in FIG. 1;
3 is a partial cross-sectional enlarged plan view of the apex axle joint illustrated in FIGS. 1 and 2. FIG.
FIG. 4 is a partial perspective view of a typical truck or bus rear suspension having a prior art V-shaped torque rod incorporating a unique axle joint according to the present invention.
FIG. 5 is a partial cross-sectional plan view illustrating a unique V-shaped torque rod according to the present invention.
6 is a partial cross-sectional enlarged plan view of the apex axle joint of the torque rod illustrated in FIGS. 4 and 5. FIG.
FIG. 7 is a partial cross-sectional side view of the sliding elastomer isolated bearing pivot assembly illustrated in FIGS. 4-6.
8 is a partial cross-sectional side view of the bar and pin journal and elastomer socket shown in FIG. 7;
9 is a cross-sectional side view of the elastomer socket illustrated in FIGS. 7 and 8. FIG.
FIG. 10 is a partial cross-sectional plan view illustrating a unique V-shaped torque rod according to another embodiment of the present invention.
11 is an enlarged partial cross-sectional view of the apex axle joint of the torque rod illustrated in FIG. 10;

Claims (20)

A first eye hole and a second eye hole disposed adjacent to the first eye hole, and a eye hole member defining the hole;
An intermediate sleeve extending through the hole of the eyelet member and defining an opening;
An elastomer bearing socket disposed within the opening of the intermediate sleeve and defining a pocket;
A side pressure washer disposed adjacent to the elastomer bearing socket;
Before Symbol intermediate sleeve which is formed in the groove, and snap ring disposed adjacent to the lateral pressure receiving washer,
An axle joint assembly , comprising: a bar and pin journal slidably disposed within the elastomer bearing socket. The axle joint assembly according to claim 1, wherein the intermediate sleeve defines a shoulder that engages with the eye hole member. The intermediate sleeve defines a groove disposed at an end facing the shoulder, and the axle joint assembly further includes a retaining ring disposed in the groove. The axle joint assembly according to claim 2. The axle joint assembly according to claim 1, wherein the intermediate sleeve is fixed to the eye hole member by press fitting. The pocket of the elastomer bearing socket defines a first partial spherical surface and the bar and pin journal defines a second partial spherical surface in sliding contact with the first partial spherical surface. The axle joint assembly according to claim 1. 6. The axle joint set of claim 5, wherein one of the first partial spherical surface of the pocket and the second partial spherical surface of the bar and pin journal defines a plurality of lubrication reservoirs. Solid. 6. The axle joint assembly of claim 5, wherein the first partial spherical surface defines an integral seal ring that mates with the second partial spherical surface. 6. The axle joint assembly of claim 5, wherein the bar and pin journal includes a plastic coating defining the second partial spherical surface. The axle joint assembly of claim 1, wherein said bar and pin journal comprises a plastic coating that slides into said pocket. A first end joint assembly;
A first elongate member secured to the first end joint assembly;
A second end joint assembly;
A second elongate member secured to the second end joint assembly;
A vertex axle joint assembly secured to the first elongate member and the second elongate member, comprising:
A first eye hole defining a first hole;
A second eye hole defining a second hole;
An intermediate sleeve extending through the first hole and the second hole and defining an opening;
An elastomer bearing socket disposed within the opening and defining a pocket;
A torque rod comprising: an apex axle joint assembly including a bar and pin journal slidably disposed within the pocket of the elastomer bearing socket. The torque rod of claim 10 , wherein the intermediate sleeve defines a shoulder that engages the first eye hole. The intermediate sleeve defines a groove disposed at an end facing the shoulder, and the axle joint assembly further includes a retaining ring disposed in the groove. The torque rod according to claim 11 . The torque rod according to claim 10 , wherein the intermediate sleeve is fixed to the first eye hole and the second eye hole by press fitting. The pocket defines a first partial spherical surface and the bar pin journal defines a second partial spherical surface in sliding contact with the first partial spherical surface. The torque rod according to claim 10 . The torque rod of claim 14 , wherein one of the first partial spherical surface and the second partial spherical surface defines a plurality of lubrication reservoirs. The torque rod of claim 14 , wherein the first partial spherical surface defines an integral seal ring that mates with the second partial spherical surface. 15. The torque rod of claim 14 , wherein the bar and pin journal includes a plastic coating defining the second partial spherical surface. The torque rod according to claim 10 , further comprising a side pressure receiving washer disposed adjacent to the elastomer bearing socket. The torque rod according to claim 18 , further comprising a retaining ring disposed in a groove formed in the intermediate sleeve adjacent to the side pressure receiving washer. The torque rod according to claim 10 , wherein the bar and pin journal includes a plastic coating that slides into the pocket.

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